DE102019002574A1 - Navigation system and method for discrete routes - Google Patents

Abstract

A system and method for discrete routing of a vehicle are described. The system and method provide a way to bring a subject vehicle from point A to point B while minimizing the visibility of the subject vehicle to one or more observers. In one embodiment, the method includes: (1) determining a location of one or more observers in a target area, and (2) applying elevation data to a plurality of grid squares within the target area. Based on the elevation data, a field of view (FOV) is determined for each of the one or more observers. The FOV includes one or more of the plurality of grid squares that are visible from the observer's location. The method includes determining a route from an origin to a destination within the target area that minimizes an extent of the route within the FOV of the one or more observers.

Description

Technical area

The present disclosure relates generally to vehicle navigation systems. More particularly, the present disclosure relates generally to a system and method for discrete routing for a vehicle.

background

Conventional vehicle navigation systems are configured to plan efficient routes for vehicles to travel between destinations, often taking into account factors such as travel times, traffic conditions, and distances between destinations. Conventional vehicle navigation systems restrict vehicles to designated driving corridors, such as paved or unpaved roads. However, conventional vehicle navigation systems do not provide strategic routing that takes other factors into account, such as adapting a travel route to a fixed facility that is off a road, such as an observer.

The exemplary embodiments provide a system and method for discrete routing that automatically determines an optimal route that avoids or minimizes the portion of the route that falls within a field of view of one or more observers or potential observers. The system and method solve the problems discussed above by generating a route for related vehicles that minimizes the field of view of known and / or unknown observers, as well as other requirements or vehicle restrictions or restrictions. The field of view of a vehicle in question corresponds to the field of view of observers of the vehicle in question. For example, if the vehicle in question can see an observer, then it is likely that the same observer can see the vehicle in question. Accordingly, in some embodiments, the system and method can minimize the field of view of unknown observers by using the field of view of the subject vehicle to determine the optimal route. In other embodiments, the system and method can minimize the field of view of known observers by using the location of one or more observers to determine the optimal route. Generated routes can include segments on a road (paved or unpaved) or off-road that the vehicle can traverse, such as a field, a ravine, a creek bed, a mountainside, and so on. The system for determining a discrete route can be built into a larger system. For example, the routing system of the exemplary embodiments is used in the context of military operations and may be integrated with a battlefield management system to provide optimized tactical routing for a variety of military and other vehicles.

In one aspect, a method for determining a route for a relevant vehicle is provided, the method comprising: identifying a first observer, wherein the first observer has a first location, wherein the first observer is in a target area, and wherein the target area is a Comprises plurality of grid squares; Identifying a second observer, wherein the second observer has a second location, and wherein the second observer is in the target area; Obtaining the first location for the first observer and the second location for the second observer; Applying elevation data to the plurality of grid squares within the target area; Determining a first field of view (FOV) for the first observer and a second FOV for the second observer, both the first FOV and the second FOV being based on the elevation data, the first FOV including one or more of the plurality of grid squares, visible from the first location, the second location including one or more of the plurality of grid squares visible from the second location; and determining a route for the vehicle in question, the route leading from a starting point to a destination, the starting point and the destination being located within the target area, and wherein the route is determined by an extent of the route that is within the first FOV is located, and to minimize a scope of the route located within the second FOV.

In another aspect there is provided a system for determining a route for a subject vehicle, the system comprising: at least one interface configured to receive data; a memory in communication with the at least one interface; and a processor in communication with the at least one interface and the memory, the processor configured to: apply elevation data to a plurality of grid squares in a target area; based on the elevation data, determining a field of view (FOV) for the subject vehicle, the FOV including one or more of the plurality of grid squares visible from the location of the subject vehicle; and determining a route from a first location to a second location within the target area that minimizes an extent of the route within the FOV of the subject vehicle.

In another aspect, there is provided one or more non-transitory computer readable storage media encoded with instructions which, when executed by a processor of a routing system, cause the processor to: obtain a location from one or more observers within a target area; wherein the target area comprises a plurality of grid squares; Applying elevation data to the plurality of grid squares within the target area; Determining a field of view (FOV) for each of the one or more observers, the FOV based on the elevation data, the FOV including one or more of the plurality of grid squares visible from the observer's location; and determining a route from a first location to a second location within the target area, the route being determined to minimize its extent of the route that is within the FOV of the one or more observers.

In another aspect, there is provided a method of determining a route for a subject vehicle, the method comprising: obtaining a location from one or more observers within a target area; Applying elevation data to a plurality of grid squares within the target area; based on the elevation data, determining a field of view (FOV) for each of the one or more observers, the FOV including one or more of the plurality of grid squares visible from the observer's location; and determining a route from a first location to a second location within the target area that minimizes an extent of the route within the FOV of the one or more observers.

In another aspect there is provided a system for determining a route for a subject vehicle, the system comprising: at least one interface configured to receive data; a memory; and a processor in communication with the at least one interface and the memory, the processor configured to: obtain a location from one or more observers within a target area; Applying elevation data to a plurality of grid squares within the target area; based on the elevation data, determining a field of view (FOV) for each of the one or more observers, the FOV including one or more of the plurality of grid squares visible from the observer's location; and determining a route from a first location to a second location within the target area that minimizes an extent of the route within the FOV of the one or more observers.

In another aspect, there is provided one or more non-transitory computer readable storage media encoded with instructions which, when executed by a processor of a routing system, cause the processor to: obtain a location from one or more observers in a target area; Applying elevation data to a plurality of grid squares within the target area; based on the elevation data, determining a field of view (FOV) for each of the one or more observers, the FOV including one or more of the plurality of grid squares visible from the observer's location; and determining a route from a first location to a second location within the target area that minimizes an extent of the route within the FOV of the one or more observers.

In another aspect there is provided a method of determining a route for a subject vehicle, the method comprising: applying elevation data to a plurality of grid squares in a target area; based on the elevation data, determining a field of view (FOV) for the subject vehicle, the FOV including one or more of the plurality of grid squares visible from the location of the subject vehicle; and determining a route from a first location to a second location within the target area that minimizes an extent of the route within the FOV of the subject vehicle.

Other systems, methods, features, and advantages of the disclosure will be or will become apparent to those skilled in the art upon reading the following figures and description. All such other systems, methods, features and advantages are intended to be included within the scope of this description and this summary, included within the scope of the disclosure, and protected by the following claims.

While various embodiments have been described, the description is intended to be exemplary, and not limiting, and it will be apparent to those skilled in the art that many other embodiments and implementations are possible that are within the scope of the embodiments. While many possible combinations of features are shown in the accompanying drawings and discussed in the detailed description, many other combinations are possible. Any feature or element of one embodiment may be used in combination with or substituted for any other feature or element in any other embodiment, unless specifically limited.

This disclosure includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements that have been disclosed can also be combined with any conventional features or elements to form an independent invention as defined in the claims. Each feature or element of an embodiment can also be combined with features or elements of other inventions to form an independent invention as defined by the claims. It is therefore understood that any and all of the features shown and / or discussed in the present disclosure can be implemented individually or in any combination. Accordingly, the embodiments are not to be limited except in light of the appended claims and their equivalents. Various modifications and changes can also be made within the scope of the appended claims.

Figure list

• 1 ist ein schematisches Diagramm einer beispielhaften Ausführungsform eines Systems zum diskreten Routen für ein Fahrzeug;
• 2 ist ein repräsentatives Diagramm einer beispielhaften Ausführungsform einer Route für ein Fahrzeug;
• 3 ist ein repräsentatives Diagramm einer beispielhaften Ausführungsform, welches ein Sichtfeld (FOV) für Beobachter zeigt;
• 4 ist ein repräsentatives Diagramm einer beispielhaften Ausführungsform einer Route für ein Fahrzeug, welche einen Abschnitt der Route innerhalb des FOV von Beobachtern minimiert;
• 5 ist ein schematisches Diagramm einer beispielhaften Ausführungsform eines Prozesses zum Bestimmen von zwischenliegenden Gitterquadraten zwischen zwei Punkten;
• 6 ist ein schematisches Diagramm einer beispielhaften Ausführungsform des Verwendens von Höhendaten zum Bestimmen eines FOV von einem Beobachterort;
• 7 ist ein repräsentatives Diagramm eines Prozesses zum Kombinieren von mehreren FOVs für zwei oder mehr Beobachter;
• 8 ist ein Flussdiagramm, welches eine beispielhafte Ausführungsform eines Verfahrens zum Bestimmen einer Route für ein Fahrzeug zeigt; und
• 9 ist ein Blockdiagramm einer beispielhaften Ausführungsform eines Routenbestimmungssystems.

The invention will be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed on illustrating the principles of the invention. Furthermore, in the figures, the same reference characters denote corresponding parts throughout the several views.

• 1 Figure 3 is a schematic diagram of an exemplary embodiment of a discrete routing system for a vehicle;
• 2 Figure 3 is a representative diagram of an exemplary embodiment of a route for a vehicle;
• 3 Figure 13 is a representative diagram of an exemplary embodiment showing a field of view (FOV) for observer;
• 4th Figure 13 is a representative diagram of an exemplary embodiment of a route for a vehicle that minimizes a portion of the route within the FOV of observers;
• 5 Figure 13 is a schematic diagram of an exemplary embodiment of a process for determining intervening grid squares between two points;
• 6th Figure 13 is a schematic diagram of an exemplary embodiment of using elevation data to determine a FOV from an observer location;
• 7th Figure 13 is a representative diagram of a process for combining multiple FOVs for two or more observers;
• 8th Fig. 3 is a flow diagram showing an exemplary embodiment of a method for determining a route for a vehicle; and
• 9 Figure 3 is a block diagram of an exemplary embodiment of a route determination system.

Detailed description

Referring now to 1 is one embodiment of a route determination system 100 for determining a discrete route for a vehicle in question 120 shown. In this embodiment, the route determination system includes 100 a field of view (FOV) determination module 102 and a route determination module 104 . In some embodiments, the FOV is a determination module 102 configured to utilize information associated with locations of one or more observers, such as observer data 110 is obtained to determine the FOV of the observer relative to a target area. In addition, the FOV is a determination module 102 for example also configured to use information associated with the terrain and / or elevation for the target area obtained from terrain / elevation data 112 to determine the observer's FOV relative to the target area.

In some embodiments, an observer can be any party or entity that is undesirable to see or observe a subject vehicle. For example, a vehicle in question may be carrying a prominent person who does not wish to be seen by an observer (for example a paparazzi). In other embodiments, a subject vehicle may carry a dignitary (e.g., a head of government) who is to be protected from potential threats. In still other embodiments, in a military context, an observer can be an enemy or a hostile force that is intended to avoid a relevant vehicle, for example in a battlefield or other tactical environment. The principles of the exemplary embodiments described herein can therefore be applied to any type of observer, such as a human being, an optical device (e.g., a camera or other optical sensor), a thermal sensor device, and so on. The disclosed examples are described in a military context, but it should be understood that the disclosed routing system and method can be used in a variety of contexts. The military examples help demonstrate how the location is determined by potential observers and how routes through off-road terrain can be taken into account.

In some embodiments, the route determination system 100 identify one or more observers, including the locations of the observers, using observer data 110 . The observer data 110 may include information associated with the identity and / or location of one or more observers obtained from known sources, such as surveillance feeds, satellite imagery, ground crews, or other reconnaissance or information gathering resources. In addition to location information, the observer data 110 Include information about a number of observers, types of observers, heights of the observers at the location, assigned vehicles, tactical skills or equipment, or other information that may help determine an observer's potential FOV. In some cases the observer data 110 can be obtained before a route is determined. In other cases, the observer data 110 can be obtained from real-time sources. In still other cases, the observer data 110 both contain predetermined data and can be supplemented or updated using additional real-time data.

In some embodiments, the terrain / elevation data 112 can be obtained from a geographic information system (GIS). The information from the GIS may include digital maps of a target area showing various terrain features (e.g., streams, lakes, rivers, ponds, forests, and other natural land formations), man-made features (e.g., highways, paths, roads, buildings, and other types of structures), ground conditions, including impassable areas, and elevation data for each location (for example, measured in meters above sea level). Additional information associated with the target area can also be provided from other sources, such as satellites (e.g. GPS satellites, weather satellites and so on), surveys, reconnaissance (e.g. using human observation and / or drone feeds), or others Resources.

In an exemplary embodiment, the FOV uses a determination module 102 the information from the observer data 110 and the terrain / elevation data 112 to determine the FOV for each of the one or more observers within the target area. In some embodiments, a combined FOV may be determined for portions of the target area where the FOV of two or more observers overlap, as described in more detail below.

The route determination system 100 can also vehicle data 114 receive. In some embodiments, the vehicle data 114 Contain information associated with one or more relevant vehicles for which the routing system is to determine a discrete route. The vehicle data 114 For example, information about the height, weight, cross-sectional area, maximum speed, cargo and / or passenger capacity, terrain restrictions, type or class of vehicle, color, armor, identification, equipment or other information related to a potentially affected vehicle associated is included.

The route determination module 104 is configured to provide the FOV information for the observer (for example from the FOV determination module 102 and / or the observer data 110 ), Map or route information (for example from previously stored maps and / or terrain / elevation data 112 ) and / or vehicle data 114 for the vehicle in question 120 to use to find an optimal route for the vehicle in question 120 determine from a first location to a second location within the target area that minimizes a perimeter of the route within the FOV of the one or more observers. In addition, the route determination module 104 certain route also take into account other factors, such as any restrictions or restrictions that come with the vehicle in question 120 are associated, trench or bridge crossings, impassable areas, or other areas to be avoided within the target area (for example, densely populated areas or areas of high visibility).

In some embodiments, the route determination module 104 those for the vehicle in question 120 optimize a certain route according to different criteria. An optimal route may include, for example: avoiding all areas within the FOV from the one or more known and / or unknown observers, minimizing at least one of a time or distance within the FOV from the one or more observers, minimizing one Cross-sectional area of the vehicle in question 120 within the FOV of the one or more observers, minimizing a combined area of the FOV of the one or more observers along the particular route, or minimizing a FOV of the subject vehicle along the route. In other embodiments, additional or different criteria can be selected in order to determine the characteristics for the optimal route for the vehicle in question 120 to be determined within the target area.

Additionally, in some embodiments, criteria can be used to determine the optimal route for the vehicle in question 120 ordered in order of importance or priority. The route determination module 104 For example, first try to find a route for the vehicle in question 120 determine which meets all necessary conditions (e.g., vehicle restrictions / requirements, location, and so on) while avoiding any observer's FOV. If such a route is not possible, the route determination module 104 then seek to determine a route for the subject vehicle that minimizes the combined FOV or minimizes the time or distance within the FOV of the one or more observers. Other criteria and priorities for routing can be determined by the routing module 104 implemented.

In some embodiments, no observers may have been identified in advance within the target area. The field of view of a vehicle in question corresponds to the field of view of observers of the vehicle in question. For example, if the vehicle in question can see an observer, then it is likely that the same observer can see the vehicle in question. Therefore, minimizing the FOV of the subject vehicle minimizes the potential FOV of unknown observers. In cases where no observers have been identified, the routing module 104 accordingly, use the FOV of the subject vehicle to determine an optimal route that minimizes the portion of the route in potential FOVs from unknown observers. For example, by avoiding areas within the target area that have a greater visible exposure (e.g. a hilltop, open fields, etc.), or by prioritizing routes within the target area that include coverage around the vehicle in question 120 To cover or hide the potential FOVs from unknown observers can be minimized. In embodiments in which there are no known observers within the target area, the optimal route can be determined by minimizing the FOV of the subject vehicle within the target area. That is, by determining a route for the subject vehicle which will take cover in the terrain and which will minimize the vehicle's on-board FOV along the route, the likelihood of being seen by unknown observers is also minimized (i.e., that The vehicle concerned could be seen by the smallest number of potential observer locations, even if these are unknown).

Referring now to 2-4 is an example of a discrete route for the subject vehicle 120 shown within a target area. 2 shows a target area 200 containing a variety of paths, roads, and other terrain features. In this embodiment, it is a conventional route 202 for a vehicle from an initial location 210 (for example a starting point) to a destination 220 (for example an end point or a waypoint) in the target area 200 shown. As in 2 shown follows the conventional route 202 generally along existing paths or roads in the target area 200 to get the total distance traveled for the vehicle between the initial location 210 and the destination 220 to minimize. It also avoids the conventional route 202 Off-road sections in the target area, such as the park 230 .

3 shows the target area 200 , which includes a field of view (FOV) for one or more observers. In this embodiment there is a first observer 300 and a second observer 310 at a first location or a second location within the target area 200 . The first observer 300 is with a first FOV 302 associated, which is a first area within the target area 200 covers. The second observer 310 is with a second FOV 312 associated with a second area within the target area 200 covers. In this embodiment, the first FOV is located 302 of the first observer 300 and the second FOV 312 of the second observer 310 between the starting point 210 and the destination 220 in the target area 200 . As a result, a conventional route such as the conventional route would become 202 , for a vehicle (for example the vehicle in question 120 ) between the starting point 210 and the destination 220 fall in the FOV of one or more observers (for example, in the first FOV 302 and / or the second FOV 312 ).

wobei Sopt die optimale Route ist, A_FOV (p) die Fläche des sichtbaren Bereichs bzw. „Viewshed“ (zum Beispiel FOV) für einen gegebenen Ort auf der Route ist, und c_n die n-te Bedingung ist (zum Beispiel Einschränkungen, Anforderungen oder Begrenzungen, die mit einem Fahrzeug oder dem Gelände assoziiert sind). Unter Verwendung dieser Gleichung (zum Beispiel Gleichung 1) ist die optimale Route für ein betreffendes Fahrzeug (das heißt, Sopt) von einem ersten Ort oder Ausgangsort (das heißt p_start) zu einem zweiten Ort oder Zielort (das heißt p_end) die Route, welche die kombinierten sichtbaren Bereiche (zum Beispiel FOVs) entlang der Route minimiert, während alle anderen erforderlichen Bedingungen erfüllt werden.In accordance with the techniques of the exemplary embodiments described herein, a discrete route is established between the origin 210 and the destination 220 designed to avoid or minimize the extent of the distance that is within the observer's FOV. In an exemplary embodiment, an optimal route can be determined according to the following equation: $${\mathrm{S.}}_{Opt}=\text{bad min}{\displaystyle {\int }_{p_{start}}^{p_{end}}{\mathrm{A.}}_{\mathrm{F.}OV}\left(p\right)}|\left\{U_{m=1}^n{c}_m\right\}$$

where Sopt is the optimal route, A _FOV (p) is the area of the visible area or "viewshed" (for example FOV) for a given location on the route, and c _{n is} the nth condition (for example restrictions, Requirements or limitations associated with a vehicle or the terrain are associated). Using this equation (e.g. equation 1) the optimal route for a subject vehicle (i.e., Sopt) from a first location or starting point (i.e. p _start ) to a second location or destination (i.e. p _end ) is the route which minimizes the combined visible areas (e.g. FOVs) along the route while all other required conditions are met.

Referring now to 4th Figure 3 is an exemplary embodiment of a discrete route 400 for the vehicle in question 120 which minimizes a portion of the route within the FOV of observers. In this embodiment, the discrete route is minimized 400 , instead of the distance or time between the starting point 210 and the destination 220 to minimize, instead, the portion of the route that is within the first FOV 302 of the first observer 300 and the second FOV 312 of the second observer 310 is. As in 4th shown follows, discrete route 400 a path that is independent of paths and roads in sight and that may include sections that span different types of terrain, such as the park 230 , run. In some embodiments, the discrete route 400 Take into account any limitations or restrictions associated with the vehicle in question 120 which may include, but are not limited to, the type of terrain that the subject vehicle is associated with 120 can cross. For example, in an embodiment in which the subject vehicle is a small sedan that is not suitable for off-road conditions, the discrete route may include a path that follows paved roads (e.g., substantially parallel to paved roads).

The discreet route 400 between the starting point 210 and the destination 220 includes a first section 402 , which only briefly shows the second FOV 312 of the second observer 310 crosses, and a second section 404 , which also only briefly shows the first FOV 302 of the first observer 300 crosses. The discreet route 400 therefore offers a route for the vehicle in question 120 from the starting point 210 and the destination 220 showing the scope of the discrete route 400 that is minimized in the first FOV 302 and / or the second FOV 312 falls.

As in 3 and 4th shown includes the target area for descriptive purposes 200 two observers (for example the first observer 300 and the second observer 310 ). It should be understood, however, that additional target observers with associated FOVs may be present in a given target area. The techniques described herein are applicable to any number of observers or potential observers in a target area.

In some embodiments, adjustments can be made to a map for a given target area, including static adjustments and dynamic adjustments. Static adjustments may involve using information associated with the terrain within the target area (e.g. obtained from the terrain / elevation data 112 , shown in 1 ). Static adjustments can include marking certain parts of a target area as impassable so that these areas are not used when determining the optimal route for a vehicle in question. For example, lakes or other extensive bodies of water that the vehicle in question cannot cross, gorges or other land formations that cannot be crossed, or other terrain features that are incompatible with a vehicle in question can be blocked within the target area so that they can be blocked Areas are not considered during route determination.

In addition, dynamic adaptations can also be taken into account in order to improve the route determination for a relevant vehicle. The route determination system 100 can, for example, receive real-time data associated with observer locations (e.g., receive observer data 110 , shown in 1 ). Using this real-time data, the FOVs of new observers can be determined and the optimal route for the vehicle in question can be modified to avoid these newly determined FOVs of the new observers within the target area.

In some embodiments, each FOV within the target area can also include a safety threshold or a safety distance from which the particular route for the vehicle in question tries to avoid it. With this adaptation, an optimal route can be determined that avoids getting too close to an observer's FOV. By using a safety threshold or a safety distance to determine the route for the vehicle in question, potential inaccuracies in the data, such as the location of the observer, FOV of the observer, elevation data or other terrain information, can be mitigated or reduced.

In some embodiments, not all observer locations are known. In these embodiments, potential or probable observer locations, with associated potential or probable FOVs, can be determined and used to calculate the optimal route for the vehicle in question. In an exemplary embodiment, historical data, artificial intelligence, and / or machine learning techniques can be used to determine likely potential Determine locations of unknown observers within the target area. For example, some locations in a target area may provide a good line of sight to easily passable terrain, or may be a lookout point with a large visible area over the target area. Other factors associated with potential observers within the target area can also be used to determine the route for the subject vehicle.

In some embodiments, additional optional features or enhancements may be included in determining a route for a subject vehicle. Some of these optional features include: obtaining and using information associated with known satellite or flight routes which should be avoided for route determination, taking into account the noise generation by the vehicle in question on different types of ground surfaces, using probabilities of observer locations , taking into account the visibility at different times of day or night, taking into account any features of the vehicle concerned that mask the visibility (e.g. camouflage, color, reflectivity, etc.), using the time within a FOV as a consideration, using information associated with a cross-sectional area of a subject vehicle relative to an observer's FOV (for example, if one approaches the observer's FOV with the front of the subject vehicle, one has a smaller cross-sectional area than when one si ch with the side of the subject vehicle), or other considerations that may be specific to a target area, subject vehicle, observer, or environment.

Referring now to 5-7 details relating to the computation of FOVs for observers and determining an optimal route for a subject vehicle are described. 5 Figure 13 is a schematic diagram of an exemplary embodiment of a process for determining intervening grid squares between two points that are used to compute FOVs for observers. In an exemplary embodiment, a target area (e.g., the target area 200 ) through a grid zone 500 which are represented by a plurality of grid squares 502 includes. The target area can, for example, be represented by a grid zone using the Military Grid Reference System (MGRS) or another geographic coordinate standard. Using such a grid system coordinate system, the grid zone comprises 500 a square area, which is divided by a large number of grid squares 502 is formed with an equal number thereof along a first axis 510 (for example the x-axis) and along a second axis 512 (for example the y-axis).

In this embodiment the grid zone is 500 an 11 x 11 square, with each grid square of the plurality of grid squares 502 represents an area of approximately 10 square meters. It should be understood that a grid zone for a target area can be represented using grid squares of different sizes, which correspond to different levels of resolution. For example, a grid zone can be used for higher resolutions which has grid squares with a smaller size, whereas for lower resolutions a grid zone can be used which has grid squares with a larger size. In some embodiments, the selection of grid zone resolution may be determined based on the available resolution of the terrain / elevation data for a target area (e.g., based on the resolution of the terrain / elevation data 112 , shown in 1 ).

In an exemplary embodiment, the FOV for an observer can be determined based on a “viewshed”. A viewshed is a geographical area that is visible from a specific location. The viewshed includes all surrounding points that are within a line of sight from this location and excludes points that are beyond the horizon or that are obscured by the terrain and / or other features (e.g., buildings, trees, other natural and / or man-made structures).

A typical viewshed analysis uses an elevation value for each cell (e.g. grid square) of a digital elevation model to determine the visibility to or from a particular location (e.g. another cell or grid square). For example, in order to determine whether a target object (for example a vehicle in question) can be seen from at least a certain height by an observer who has a known height above ground, two steps are carried out. First, the cells or grid squares in front of the target object are determined. Next, the slopes in front of the target object are determined. Next, the slopes of all these cells or grid squares in front of the target are calculated. The target is visible if none of the calculated slopes is at least as high as the slope of the target, including the height of the target.

A number of conventional viewshed algorithms exist with varying levels of complexity and accuracy. This however, conventional viewshed algorithms are typically used to analyze a single (or a small number of) viewsheds. That from the route determination system 100 However, discrete routing certain of the present embodiments uses a very large number of viewshed analyzes as part of determining the FOV for each of the observers in a target area. Accordingly, in order to provide the number of viewshed analyzes for discrete routing, the example embodiments described herein use a new algorithm called "indexshed".

As used herein and in the claims, an index shed is a list of all points or coordinates (e.g. cells, grid squares, etc.) in a grid zone (e.g. a target area) up to a maximum distance which, for each of these points, all Includes coordinates that are considered to be between the observer and that point (which point may be a potential target object). This can be transformed into a zero-based index about an origin (0,0) and includes n points in all directions from the origin, also known as a "half grid".

With reference back to 5 Figure 3 is an exemplary embodiment of an index shed for the grid zone 500 shown with a half lattice = 5. In this embodiment a potential observer location is through an origin grid square 520 which is at (0,0) with respect to the first axis 510 (for example the x-axis) and the second axis 512 (for example the y-axis) is located. An index shed matrix can be computed for each potential target point or each potential target grid square from the original grid square 520 , located at (0,0), for a first quarter of the grid zone 500 , corresponding to (x, y) along the first axis 510 (for example the x-axis) and the second axis 512 (for example the y-axis). By applying symmetries, the indexshed matrix can cover half of the first quarter of the grid zone 500 copied or mirrored from (x, y) to (y, x) to complete the first quarter.

For example, the top half of it can be the first quarter of the grid zone 500 be represented by the following indexshed matrix for half-lattice = 5, where the first entry or tuple is the location of the target: $$\begin{array}{l}\left[\left(0.1\right)\right]\hfill \\ \left[\left(0.2\right),\left(0.1\right)\right]\hfill \\ \left[\left(0.3\right),\left(0.1\right),\left(0.2\right)\right]\hfill \\ \left[\left(0.4\right),\left(0.1\right),\left(0.2\right),\left(0.3\right)\right]\hfill \\ \left[\left(0.5\right),\left(0.1\right),\left(0.5\right),\left(0.3\right)\left(0.4\right)\right]\hfill \\ \left[\left(1.1\right),\left(0.1\right)\right]\hfill \\ \left[\left(1.2\right),\left(0.1\right),\left(1.1\right)\right]\hfill \\ \left[\left(1.3\right),\left(0.1\right),\left(0.2\right),\left(1.1\right),\left(1.2\right)\right]\hfill \\ \left[\left(1.4\right),\left(0.1\right),\left(0.2\right),\left(1.2\right),\left(1.3\right)\right]\hfill \\ \left[\left(2.2\right),\left(0.1\right),\left(1.1\right),\left(1.2\right)\right]\hfill \\ \left[\left(2.3\right),\left(0.1\right),\left(1.1\right),\left(1.2\right),\left(2.2\right)\right]\hfill \\ \left[\left(2.4\right),\left(0.1\right),\left(1.1\right),\left(1.2\right),\left(1.3\right),\left(2.3\right)\right]\hfill \\ \left[\left(3.3\right),\left(0.1\right),\left(1.1\right),\left(1.2\right),\left(2.2\right),\left(2.3\right)\right]\hfill \\ \left[\left(3.4\right),\left(0.1\right),\left(1.1\right),\left(1.2\right),\left(2.2\right),\left(2.3\right),\left(3.3\right)\right]\hfill \end{array}$$

As noted above, the remaining can be under half of the first quarter of the grid zone 500 can be determined by copying or mirroring from (x, y) to (y, x) as follows: $$\begin{array}{l}\left[\left(1.0\right)\right]\hfill \\ \left[\left(2.0\right),\left(1.0\right)\right]\hfill \\ \left[\left(3.0\right),\left(1.0\right),\left(2.0\right)\right]\hfill \\ \left[\left(4.0\right),\left(1.0\right),\left(2.0\right),\left(3.0\right)\right]\hfill \\ \left[\left(5.0\right),\left(1.0\right),\left(2.0\right),\left(3.0\right),\left(4.0\right)\right]\hfill \\ \left[\left(1.1\right),\left(1.0\right)\right]\hfill \\ \left[\left(2.1\right),\left(1.0\right),\left(1.1\right)\right]\hfill \\ \left[\left(3.1\right),\left(1.0\right),\left(2.0\right),\left(1.1\right),\left(2.1\right)\right]\hfill \\ \left[\left(4.1\right),\left(1.0\right),\left(2.0\right),\left(2.1\right),\left(3.1\right)\right]\hfill \\ \left[\left(2.2\right),\left(1.0\right),\left(1.1\right),\left(2.1\right)\right]\hfill \\ \left[\left(3.2\right),\left(1.0\right),\left(1.1\right),\left(2.1\right),\left(2.2\right)\right]\hfill \\ \left[\left(4.2\right),\left(1.0\right),\left(1.1\right),\left(2.1\right),\left(3.1\right),\left(3.2\right)\right]\hfill \\ \left[\left(3.3\right),1.0),\left(1.1\right),\left(2.1\right),\left(2.2\right),\left(3.2\right)\right]\hfill \\ \left[\left(4.3\right),\left(1.0\right),\left(1.1\right),\left(2.1\right),\left(2.2\right),\left(3.2\right),\left(3.3\right)\right]\hfill \end{array}$$

Next, the index shed for the completed first quarter can be copied or mirrored to each of the remaining quarters. For example, a second quarter of the grid zone 500 be mirrored from (x, y) to (-x, y), a third quarter of the grid zone 500 can be mirrored from (x, y) to (-x, -y), and a fourth quarter of the grid zone 500 can be mirrored from (x, y) to (x, -y). Duplicates on the axes for each quarter are removed after mirroring.

With this design, an index shed can be created for the entirety of the grid zone 500 to be determined. It should be noted that the process of determining an index shed for a grid zone for a given target area can be performed in advance. The process of determining the index shed can be two-consuming, depending on the processing resources available. In some embodiments, since the visibility of each target point is independent of other target points, the computation of the index shed for a target area can be implemented as a massively parallel graphic processing unit (GPU) computation. Therefore, by performing the index shed determination in advance, the resulting index shed can be obtained from the route determination system 100 used to provide a discreet route for the vehicle in question 120 to be determined in real time.

As described above, the index shed used for the grid zone 500 can be used to determine the grid squares that are in front of a target object. As in 5 shown, there is a target object (for example the relevant vehicle 120 ) at a target grid square 522 which is located at (3,4) with respect to the first axis 510 (e.g. the x-axis) and the second axis 512 (e.g. the y-axis). A line 524 that are on the grid zone 500 from the target grid square 522 to the original grid square 520 is drawn, crosses the coordinates (that is, the grid squares) that are in front of the target object at the target grid square 522 be considered.

In this embodiment, including the coordinates or points in front of the target grid square 522 a plurality of intermediate grid squares including a first intermediate grid square 530 , which is located at (0,1), a second intermediate grid square 532 located at (1,1), a third intermediate grid square 534 , which is located at (1,2), a fourth intermediate grid square 536 , located at (2,2), a fifth intermediate grid square 538 located at (2,3) and a sixth grid square in between 540 which is located at (3,3).

With reference back to the index shed that is used for the grid zone 500 has been determined, the entry for a destination that corresponds to (3,4) results in identifying the coordinates or grid squares that are in front of that location, i.e., (0,1), (1,1), (1, 2), (2.2), (2.3), (3.3). These locations correspond to the locations of the grid squares in between 530 , 532 , 534 , 536 , 538 and 540 between the target grid square 522 (i.e. the location of a subject vehicle) and the origin grid square 520 (that is, the place of an observer). With this design, an index shed for a target area can be used to determine the coordinates (e.g. grid squares) that are in front of each point in the grid zone 500 for the target area.

After the index shed is determined for a target area, elevation data for the coordinates (e.g. grid squares) can be applied to the target area in order to determine the visibility between any two points or grid squares within the target area. In an exemplary embodiment, elevation data (e.g., terrain / elevation data 112 , shown in 1 ) can be provided in the form of a two-dimensional height matrix. This two-dimensional height matrix of the target area is loaded in such a way that the indices in the height matrix relate to the index shed notation for the target area.

The result is a two-dimensional binary matrix with dimensions equal to (2 * half-lattice + 1) * (2 * half-lattice +1). For example, if a height grid of 10m and an index shed with a half-grid of 500 are used, this allows the determination of the visibility (e.g. FOV) of all points up to 5 km from an observer in each direction. With this configuration, the FOVs can be determined by one or more observers within the target area. In addition, this technique can also be used to determine the FOV from the perspective of the vehicle or target object, for example for use in circumstances where there are no known observers within the target area.

After all of the points or grid squares in front of a target have been determined, for example using the index shed process described above, the elevation data is applied and the slopes of all grid squares in front of the target are calculated. As described above, a target object is visible if none of the calculated slopes is at least as high as the slope of the target object, including the height of the target object.

Referring now to 6th An exemplary embodiment of using elevation data to determine a FOV from an observer location is shown. In this embodiment, an observer instructs 600 a first height H1 over ground and is at a distance D from a target object 610 away. The target object 610 can for example be the vehicle in question described above 120 be. The target object 610 has a second height as its location H2 over the ground. The elevation data is applied to the terrain within the target area that the observer receives 600 and the target object 610 includes.

In this embodiment, the slope of at least part of the terrain is greater than the slope of the target object 610 . As a result, the part of the terrain can be seen in front of the observer 600 extending to a visual distance D _VIS can be viewed from the observer's location. However, is due to a high point 602 in the terrain, the part of the terrain behind the high point 602 , shown as an hidden distance D _OBS , for the observer 600 not visible. As a result, the target object is 610 that is on the second level H2 is above ground, within the hidden distance D _OBS and is therefore not within the FOV of the observer 600 .

In exemplary embodiments, the determination of the observer's FOV depends on the heights of both the observer and the target. In an exemplary embodiment, like the first height H1 and the second height H2 be about 3 meters. In other embodiments, the heights may vary depending on the type of target object, e.g. different types of vehicles concerned may have different heights and the height of an observer, e.g. an observer can be a person standing on the ground or can be located in a structure which is raised above the ground by an additional amount. In these embodiments, the FOV of the observer and the target object are determined based on their specific heights. In an exemplary embodiment, potential FOVs in the target area can be determined in advance based on a default observer and a default target object height (e.g., 3 meters).

In some embodiments, the route determination system 100 FOVs from multiple observers determine the optimal route for the vehicle in question 120 to determine. Like in 2-4 shown are two non-overlapping FOVs for two observers. However, in multi-observer scenarios, the FOVs of two or more observers in a target area will often at least partially overlap. Accordingly, in an exemplary embodiment, one or more combined FOVs may be determined for portions of the target area in which the FOVs of two or more observers overlap.

7th is a representative diagram of a process 700 for combining multiple FOVs for two or more observers. In some embodiments, two or more FOVs from different observers may overlap in parts of a target area. In these situations, in order to combine the FOVs, the overlapping area of the two or more FOVs should be subtracted. For example, illustrates the process 700 who is in 7th shown, two FOVs within a target area 702 . In this embodiment, a first observer points 704 that is at a first location (for example p ₁ ) in the target area 702 is a first FOV 710 whose area is determined by A _{FOV (p1)} . Another observer 706 that is at a second location (for example p ₂ ) in the target area 702 has a second FOV 712 with an area determined by A _{FOV (p2)} .

The combined FOV for the first observer 704 and the second observer 706 includes an overlap portion 714 where the first FOV 710 and the second FOV 712 overlap each other. As a result, the combined FOV is not represented by adding each separate area from each of the FOVs, which would be A _{FOV (p1)} + A _{FOV (p2)} . Instead, it is the combined FOV for the first observer 704 and the second observer 706 determined by the overlap portion 714 is subtracted according to the following equation: $${\mathrm{A.}}_{\mathrm{F.}OV}\left({\mathrm{<figure-callout\; id="1"\; label="p"\; filenames="DE102019002574A1\_0010.png"\; state="\{\{state\}\}">p</figure-callout>}}_1{\displaystyle \cup p_2}\right)={\mathrm{A.}}_{\mathrm{F.}OV}\left(p_1\right)+{\mathrm{A.}}_{\mathrm{F.}OV}\left(p_2\right)-{\mathrm{A.}}_{\mathrm{F.}OV}\left({\mathrm{<figure-callout\; id="1"\; label="p"\; filenames="DE102019002574A1\_0010.png"\; state="\{\{state\}\}">p</figure-callout>}}_1\bigcap p_2\right)$$

In some embodiments, viewsheds or FOVs for observers can be stored as binary viewsheds. In these embodiments, combining two or more binary viewsheds to determine a combined FOV that subtracts overlap portions is achieved using a "bitwise or" operator. For a given target area, a grid zone is used to determine coordinates of a viewshed or an observer's FOV. Each observer's viewshed or VOV is stored as a binary viewshed that contains a single line of 8-bit numbers. To combine all of the FOVs or viewsheds from all of the observers along a given route in a target area, a three-step process can be implemented.

First, the indices of all locations (for example grid square of the observer) are determined where a FOV or viewshed was calculated for an observer. Next, each of the multiple FOVs or viewsheds is added up using the bitwise or operator (i.e., the "I" operator). Finally, the set bits are transformed back into coordinates that are visible. The result is a combined viewshed or FOV that includes all parts of the target area (e.g. grid squares) that are within an observer's FOV. With this configuration, the bitwise or operator provides an efficient mechanism for quickly combining multiple FOVs from two or more observers in a target area.

In one embodiment, determining the optimal route for a subject vehicle may include using a routing algorithm to minimize the FOV (e.g., viewshed) area along waypoints from a start point to an end point. In this case, the discrete routing technique of the present embodiments uses the incremental viewshed area gained by moving from waypoint A to waypoint B, combining the viewsheds for each waypoint along the route. For example, using the following equation: $$dist\mathrm{A.}\mathrm{B.}=\left(viewsHe{d}_{\mathrm{A.}}|viewsHe{d}_{\mathrm{B.}}\right)-viewsHe{d}_{\mathrm{A.}}$$

A graph can be generated with the distance to each potential waypoint with its eight neighbors, the distance being given in a graph matrix by setting Graph [waypoint _A , waypoint _B ] = dist AB. For a square area with a viewshed grid of n columns / rows, this leads to a sparsely populated matrix of dimension (n * n, n * n), but with only 8 * n * n elements, the others being zero. A routing algorithm, for example the Dijkstra algorithm, can then be used to find a solution for the shortest path, which in this case represents the smallest combined value for the FOV or viewshed between the start location and the end location.

8th Figure 3 is a flow diagram illustrating a method 800 for determining a discrete route for a subject vehicle according to an exemplary embodiment. In some embodiments, the method 800 by a route determination system such as the route determination system described above 100 , be implemented. In this embodiment the process begins 800 with an operation 802 . During the operation 802 a location is obtained or determined by one or more observers in a target area. For example, the route determination system receives 100 , as in 1 shown observer data 110 associated with the location or locations of one or more observers in a target area.

Next involves the procedure 800 , during an operation 804 , the application of elevation data to a variety of grid squares within the target area. For example, elevation data associated with a plurality of coordinates or grid squares within the target area can be obtained from the route determination system 100 are received from terrain / altitude data 112 , as in 1 shown. In some embodiments, the method 800 include one or more operations that may be performed in advance of determining a discrete route for a particular subject vehicle. For example, as with reference to 5 and 6th described, in some embodiments, an index shed for a target area can be determined in advance. With this design the operation can be done 804 apply the elevation data to a predetermined index shed of the target area.

During an operation 806 based on the elevation data from the operation 804 , a FOV for each of the one or more observers is determined. During the operation 806 the particular FOV includes one or more of the plurality of grid squares that are visible or can be viewed from the observer's location. For example, the FOV for each observer can be determined as described above, and can further include determining combined FOVs for all FOVs that include overlapping sections. In an exemplary embodiment, the operation 806 Use an index shed for the target area, with elevation data applied to the target area, including elevations of the subject vehicle and the observers, to determine FOVs for the observers within the target area.

The procedure 800 further includes an operation 808 where a route from a first location to a second location within the target area is determined that minimizes an extent of the route within the FOV of the one or more observers. For example, the route determination system 100 , as in 4th shown the discrete route 400 for the vehicle in question 120 from the starting point 210 and the destination 220 determine which is the scope of the discrete route 400 that is minimized in the first FOV 302 and / or the second FOV 312 falls. In some embodiments, the method 800 after determining the route for a single vehicle in question, and can be implemented repeatedly for other vehicles in question. In other embodiments, the method 800 include monitoring and updating a discrete route in real time based on changes to any of the inputted data, including, for example, changes in the number or locations of observers, changes associated with the subject vehicle, or other factors that may result to dynamically adapt or update the discrete route for the vehicle in question.

9 Figure 3 is a block diagram of an exemplary embodiment of the route determination system 100 . The various techniques according to the embodiments described herein can be implemented in hardware, in software, or in a Combination of these can be implemented. In an exemplary embodiment, the route determination system is 100 configured as described above and in conjunction with the 1-8 perform the operations shown above. In this embodiment, the route determination system includes 100 an interface 900 , one or more processors 902 , a memory 904 , a map database 910 and a transmitter / receiver 914 .

the interface 900 can be any type of interface that allows the routing system 100 allows to communicate with users and / or other computers or systems. For example, the route determination system 100 in some embodiments, implemented as part of a battlefield management system. In such an embodiment it may be the interface 900 the route determination system 100 allow to communicate with the battlefield management system. In other embodiments, the route determination system 100 implemented on a computer or other device and the interface 900 can be configured to enable a user to use the route determination system 100 to interact. In one embodiment, the route determination system 100 optionally an advertisement 916 include, such as a screen or other output, and one or more input devices 918 such as a keyboard, a mouse, a stylus, a touch screen, etc. to enable a user to use the route determination system 100 to interact.

The processor 902 may be a microprocessor or a microcontroller configured to implement operations related to the functions of the routing system 100 are associated. The processor 902 executes instructions associated with software stored in memory 904 is stored. More precisely, the memory stores 904 Instructions for various control logics, which when sent by the processor 902 run the processor 902 cause various operations for the route determination system 100 to be carried out as described herein. In this embodiment, the memory includes 904 at least one FOV determination logic 906 and route determination logic 908 . The FOV determination logic 906 is configured to implement operations associated with determining a FOV from one or more observers, for example, as above with respect to the FOV determination module 102 and / or the operation 806 of the procedure 800 described. The route determination logic 908 is configured to implement operations associated with determining a discrete route for a subject vehicle, for example, as above with respect to the route determination module 104 and / or the operation 808 of the procedure 800 described.

The memory 904 may include read-only memory (ROM) of a type currently known or to be developed, random access memory (RAM) of a type currently known or to be developed, magnetic disk storage media devices, tamper-evident memory, optical storage media devices, flash storage devices, electrical , optical, or other physical / tangible storage devices. In general, the memory 904 comprise one or more tangible (non-transitory) computer-readable storage media (e.g., a storage device) encoded with software comprising computer-executable instructions, and if the software (by the processor 902 ) is performed, it is configured to perform operations described herein.

The sender / receiver 914 enables communications between the routing system 100 and other computers and devices, including the vehicle in question 120 . The sender / receiver 914 For example, it can be configured to provide discrete routing information to the vehicle in question 120 including modifications and / or updates to the route based on real-time data. In addition, the sender / receiver 914 configured to receive information including, for example, one or more of observer data 110 , Terrain / elevation data 112 or vehicle data 114 , from other databases or devices for use by the routing system 100 as described herein.

In some embodiments, the route determination system 100 also a map database 910 which is used to store data associated with one or more target areas, including index sheds, elevation data, terrain data, and other information about target areas identified by the routing system 100 can be used. In some embodiments, the route determination system 100 also an optional vehicle database 912 include. The vehicle database 912 may store information associated with various types or types of vehicles concerned, including vehicle properties, requirements, restrictions, limitations, and so on, which are provided by the routing system 100 can be used.

While various embodiments of the invention have been described, the description is intended to be exemplary and not restrictive, and it will be apparent to those skilled in the art that many other embodiments and implementations are possible which are within the scope of the invention. Accordingly, it is intended that the invention be limited only by the appended claims and their equivalents. Various modifications and changes can also be made within the scope of the appended claims.

Claims (10)

A method for determining a route for a vehicle in question, the method comprising: Identifying a first observer, where the first observer has a first location, wherein the first observer is within a target area, and wherein the target area comprises a plurality of grid squares; Identify a second observer, wherein the second observer has a second location, and wherein the second observer is within the target area; Obtaining the first location for the first observer and the second location for the second observer; Applying elevation data to the plurality of grid squares within the target area; Determining a first field of view (FOV) for the first observer and a second FOV for the second observer, where both the first FOV and the second FOV are based on the elevation data, wherein the first FOV includes one or more of the plurality of grid squares visible from the first location, wherein the second location includes one or more of the plurality of grid squares visible from the second location; and Determining a route for the vehicle in question, where the route leads from a starting point to a destination, wherein the starting point and the destination are within the target area, and wherein the route is determined to minimize an amount of the route that is within the first FOV and an amount of the route that is within the second FOV. Procedure according to Claim 1 wherein determining the route further includes meeting at least one of: a maximum weight restriction, a terrain restriction, avoidance of densely populated areas, or restrictions associated with a type of vehicle concerned. Procedure according to Claim 1 or 2 wherein either or both of the first location and the second location are obtained from real-time data. A system for determining a route for a subject vehicle, the system comprising: at least one interface configured to receive data; a memory in communication with the at least one interface; and a processor in communication with the at least one interface and the memory, the processor configured to: Applying elevation data to a plurality of grid squares in a target area; based on the elevation data, determining a field of view (FOV) for the subject vehicle, the FOV including one or more of the plurality of grid squares visible from the location of the subject vehicle; and Determining a route from a first location to a second location within the target area that minimizes a scope of the route within the FOV of the vehicle in question. System according to Claim 4 wherein the processor is further configured to: determine, for each grid square from the plurality of grid squares within the target area, a set of intermediate grid squares which are located between the grid square and a target grid square. One or more computer-readable storage media encoded with instructions which, when executed by a processor of a routing system, cause the processor to: Obtaining a location from one or more observers within a target area, the target area comprising a plurality of grid squares; Applying elevation data to the plurality of grid squares within the target area; Determining a field of view (FOV) for each of the one or more observers, the FOV based on the elevation data, the FOV including one or more of the plurality of grid squares visible from the observer's location; and Determining a route from a first location to a second location within the target area, the route being determined to minimize an extent of the route that is within the FOV of the one or more observer. Computer-readable storage medium according to Claim 6 wherein determining the route includes: avoiding an area within the FOV from the one or more observers, Minimizing at least one of a time or distance within the FOV from the one or more observers, minimizing a cross-sectional area of the subject vehicle within the FOV from the one or more observers, minimizing a combined area of the FOV from the one or more observers Observe along the route, or minimize an FOV of the subject vehicle along the route. Computer-readable storage medium according to Claim 6 or 7th wherein applying the elevation data further comprises at least one of: elevation data associated with terrain within the target area, an elevation from the one or more observers, or an elevation of the subject vehicle. Computer-readable storage medium according to one of the Claims 6 to 8th wherein the instructions further cause the processor to: determine, for each grid square from the plurality of grid squares within the target area, a set of intermediate grid squares which are located between the grid square and a target grid square. Computer-readable storage medium according to one of the Claims 6 to 9 wherein applying the elevation data further comprises: applying the elevation data to one or more sets of intermediate grid squares that are between a location of an observer from the one or more observers and a target grid square; and wherein the processor is configured to determine, based on the applied elevation data, whether the target grid square is visible to the observer.

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